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Hummer H1 Alpha Review
This is an Off-Roader with Beans, Not a Grocery Getter
by Chris Collard
photos by Chris Collard and the Manufacturer
The tires lifted off a rise in the desert and 12 inches of clean Nevada air separated terra firma from the 37-inch Goodyear Wrangler MTRs. Touching down, the front right coil spring absorbed the initial compression before bottoming out on the next whoop-de-do. The body rolled left, transferring eighty-one hundred pounds of mass to the opposite side and sending our gear to the driver’s side rear seat. The left coils handled the task without protest as my foot remained plastered to the skinny pedal, sending 300 horsepower to the rear tires and dispersing a spray of gravel, rocks and dust in our wake. I glanced over at AM General’s H1 Operations Manager Alec Cumming to check for white knuckles or fretting concern. He looked back with an ear-to-ear grin and said, “It’s obvious that you have done this before.” This wasn’t my first time behind the wheel of a Hummer H1, nor was it my first experience racing across the wilds of the Nevada desert. But this was not an ordinary Hummer. This was an H1 Alpha, the first of a new line of hi-performers in the Hummer line-up.
Recognized throughout the world, the H1 stands alone in design and convention. Purpose built for the U.S. Military, H1’s engineers were given the task of creating a vehicle where function and utility were job-one, and aesthetic concerns would fall on deaf ears. What they came up with was a profile so unique and recognizable, that it captured the eyes of not only the world, but also U.S. consumers. In response, AM General made its initial public offering of a civilian Hummer in 1992, a mere 300 units. Since that time, public demand increased exponentially and Hummer responded with increased production and enhancements to the creature comforts. (If you have never driven a military HUMVEE, the seats are stiffly reminiscent of a WWII Willys. The “function-over-form” is felt after just a few miles on the trail.)
And what was the HUMVEE required to do? For starters, the military needed a vehicle that was capable of surmounting a 22-inch vertical wall, climb a 60-percent grade, operate in 30-inches of water, and traverse a 40-percent side hill, all while loaded with 2500 pounds of payload. (There were a few other requirements: like mounting a 50-caliber machine gun in the back.) Staying the course with the Hummer tradition, the H1 Alpha has retained all of its predecessor’s genetic DNA. And while most manufacturers enhance a vehicle’s performance to keep up with the competition, the Hummer hasn’t really had any competition. And this leads us to believe that the Alpha enhancements were born from the pure enthusiasm and passion for off-road superiority. That said, every aspect of the boxy H1, from the squared off bodylines to its 86-inch wide track and independently coil-sprung suspension, serves a purpose. It is a vehicle whose sole function is to survive severe conditions anywhere on the planet.
The most touted enhancements of the Alpha model is the addition of the 6600 Duramax diesel mill and an Allison 1000 5-speed automatic transmission. The original H1s, which were fitted with a 6.2-liter diesel, were capable but rather anemic when it came to “go” performance. The Duramax however, launches the H1 further into a class of its own. A twist of the ignition key, the throaty hum of the four-inch exhaust immediately alerts you that there is something completely different about the Alpha. The Duramax produces an impressive 300 horsepower at 3000 rpm, a 46% increase over previous H1s equipped with the Optimizer 6.5L diesel. An axle twisting 520 foot-pounds of torque (an 18% increase) begins at 1500 rpm and stays consistent through the rest of the RPM range. The real proof of the pudding is realized when you slide the shifter into gear.
With off-road racing legend Rod Hall on point, we rolled out in a convoy enroute for the Northern Nevada training grounds of the Hall US Military HUMVEE driving school. A Baja 1000 champion, Hall didn’t waste any time in kicking it up to 65 mph on the long steep grade from Lake Tahoe to the summit. With subtle application of the gas peddle, the Duramax pushed the Allison 5-speed automatic smoothly through its paces. Boasting an improved 0-60 mph acceleration of 13.5 seconds, the addition of the Duramax has shaved three seconds off its predecessor’s best efforts. The flick of a dash-mounted Tow/Haul mode enhances performance and shifting points of the transmission when towing. With the Tow/Haul mode activated, braking on steep declines is also improved. A two-second application of the brake pedal will automatically prompt the Allison transmission to downshift to a lower gear; this was a big plus when descending the long steep grade into the Nevada desert.
From the driver’s seat, the cockpit is ergonomically designed with function a priority. Gauges and vehicle monitoring systems are in clear view and easy to read, and all are illuminated for night maneuvers. Within an arm’s reach from the heated leather seat, are toggles for front and rear lockers, climate controls, a Monsoon 6-disc CD changer, and Tow/Haul mode controls. The dash mounted Central Tire Inflation System (CTIS) allows the driver to monitor and adjust front and rear tire pressure on the fly. (As a longtime manual-hub, pull-your-valve-stems-to-air-down kind of guy, this is really cool). One thing that would take some getting use to, is the electric window and door controls being mounted to the driver’s right side on the center console. Similar to getting into the wrong side of a right-hand drive car (for those of you who have driven in Australia, England or South Africa), I kept reaching with my left hand for the door and window controls. The plus side, when it is pouring down rain, your electronic controls stay dry: Again, function over form.
Alec reached for the overhead grab handle as I stabbed the brakes, downshifted and pushed the H1 into a sharp turn. The 86-inch wide wheel track provided a reassuring sense of stability as I transferred my right foot back to the accelerator, drifting the H1 through the apex without bleeding off too much speed. Sixty seconds later, a cloud of dust rolled past us as we slowed near the entrance to a narrow canyon, catching our convoy, which was parked at the bottom of a steep obstacle.
When it comes to low-range crawling, automatic transmissions have the upper hand in that they allow the vehicle to slow to a complete stop without stalling the engine, similar to pulling up to a stoplight. Problem: slippage equals friction and friction equates to additional heat, especially when being pushed by a torque-monster Duramax Diesel. To address this, the H1 engineers have given the Alpha a lower crawl ratio (less slippage) and an enhanced transmission cooling system. The combination of the Allison’s 3.10 first gear, New Venture 242 transfercase, and new helical-cut 1.92:1 gear reduction hubs (netting a 41.5 to 1 crawl ratio), allowed the Alpha to crawl up the steepest grade with more positive control and less slippage. When the terrain became uneven and lifted tires began to spin, depressing a dash-mounted toggle engaged the Eaton Electronic E-Locker rear differential. When that wasn’t enough, a second button engaged the front. With both E-Lockers activated, the Alpha can maintained forward progress with a single tire providing adequate traction.
Hummer designers crafted the H1 to survive in the worst of conditions and most adverse terrain, and other than the new Alpha and Duramax insignias, many of the H1’s features enhancements are not readably noticed by the average Joe. For example, most of the H1 body is made of corrosion resistant aluminum, except for the doors, which are made of reinforced steel to protect occupants. Under the rocker panels, and extending from wheelwell to wheelwell, lies a 3/16-inch aluminum rock shield. The rock shield extends inboard to a tubular skidpan, which protects vital components and runs the length of the drivetrain. Mud and deep water can be fatal to brakes and drivetrain components. To address this, larger 12-inch ABS disk brake rotors are located inboard, mounted out of harm’s way on the axle half-shafts, just outboard the differentials. To avoid water contamination, the transmission, t-case and differentials are vented to a common ventilation line, which terminates at the air cleaner. With the same concept in mind, the air intake is located just above the hood on the passenger side. In severe winter conditions, the windshield is kept clear via an electronic micro-wire defrost system embedded in the glass. In addition to duel beadlocks, the Off-Road Adventure package includes run-flat inter beadlocks which allows you to run for 30 miles (at 20 mph) on completely flat tires.
The Alpha also boasts increased towing and fuel capacity, trip range, and enhanced noise levels and insulation. Two fuel cells, which carry 52 gallons of diesel, have extended the range to approximately 600 miles. While the fuel economy is nothing to write home about (11-12 mpg), it is right in line for a vehicle with the Alpha’s capabilities and towing capacity. With the addition of the Duramax, towing capacities were also increased by more than a ton (2,300 lbs), bringing the Gross Combined Weight Rating (the sum of vehicle, cargo and towing capacities) to a grand 17,300 lbs. Of course, to handle the additional power and weight, axles, coil spring and suspension have all been beefed up. As capable as the Alpha is, it’s not the type of rig you are going to shoehorn through the Rubicon or the Hammers. Sure, you could, but why would you want to. If you want to run the hammers, the H1 will tow your rock buggy and all your gear to the trail with ease. This exceptional example of off road engineering serves a greater purpose, pure driving pleasure and the reassurance of knowing you will get to the trail, and back. And what is to come in the Alpha lineup? The Alpha nameplate will eventually be the performance insignia for all Hummers including the H2, H2 SUT and H3.
